Combined motor and power-transmitting mechanism.



PATENTED JULY 24, 1906.

APPLIOLTIOH TILED JAN. 16. 1905.

Fig.1,

UNITED STATES PATENT orrron.

JOHN K. STEWART, OF CHICAGO, ILLINOIS.

COMBINED MOTOR AND POWER-TRANSMITTING MECHANISM.

Specification of Letters Patent.

Patented July 24, 1906.

Application filed January 16, 1905. Serial No. 241,401.

To all whom it Wtay concern.-

Be it known that I, JOHN K. STEWART, a citizen of the United States,residing at Chicago, inthe county of Cook and State of Illinois, haveinvented new and useful Improvements in a Combined Motor and Power-Transmitting Mechanism, of which the following is a specification,reference being had to the accompanying drawings, forming a partthereof.

The purpose of this invention is to provide an improved apparatus whichshall be substantially portable and shall comprise as a unitarystructure a motor and a frame for a power-transmitting mechanism adaptedes pecially for mechanism employing flexible or jointed shaftconnections to operate handdirected tools, such as animal-shears and thelike.

It consists of the features of construction set out in the claim.

In the drawings, Figure 1 is a front elevation of a structure embodyingthis invention. Fig. 2 is a section at the line 2 2 on Fig. 1, showingthe mounting of the frame for the power-transmitting mechanism on themotorframe. Fig. 3 is a detail section at the line 3 3 on Fig. 2. Fig. 4is a detail section at the line 4 4 on Fig. 1. v

In the drawings, there is shown conventionally and without intention topresent specific details which are familiar a. gasolene-engine ofexisting construction.

1 is the frame structure of the engine, whose operating parts need notbe particularly desi nated, but which has for the purposes of thepresent invention two fly-wheels 2 2 at opposite ends of its crank-shaftand op posite sides of the main frame structure, which includes thebearings of the crankshaft. The cylinder 3 of the engine is detachablysecured at the top of the base-frame structure, having the crank-shaftbearin s, as indicated by the horizontal flange 3*, by which saidcylinder-casting is thus secured to the top of the base-frame, and abovethis flange at a neck or portion of exteriorly-reduced diameter (thereduction being due to the termination of the water-jacket at a pointabove the neck) there is clamped onto the engine-frame, and morespecificall ontov this upper portion thereof comprising t e cylinder,the two -part cross -l1ead whose two members 5 and 6 close to etherabout the neck and are adapted to be ound thereto by bolts 4 4, takingthrough proper lugs provided on the two members for that purpose. Thiscross-head has at each end a rigid upstanding arm 7, at the upper end ofwhich there is secured with capacity for adjustment, as hereinafterexplained, a horizontally extended or overhanging gibbet-arm 8, uponwhich are provided at the upper side thereof bearings for a shaft 9 fortransmitting power, as hereinafter explained, from the flywheels of themotor. One of the cross-head members 5 is formed at its outer end with ahollow elbow 10, constructed somewhat as a pipe-fitting, having aconnection at 11 for a nipple 12, which leads into the elbow from theexhaust connection of the engine, (seen at 13,) so that the exhaust fromthe engine is discharged into the elbow, and the provision for securingthe upright arm 7 to the elbow is made by a threaded engagement providedat 10 for the lower end of such upright arm at the bottom of theupwardly-extending arm 10 of the hollow elbow, so that when the saidupright arm 7 is screwed into place and made rigid thereby with thecross-head arm ample space is left around it in the elbow communicatingwith the nipple 12 for the exhaustgases from the engine, and to theupper end of the elbow there is secured the sleeve 14, through which thearm 7 extends, said sleeve being perforated, as seen at 14*, andprovided with a cap-collar 15 at the upper end, which fits sungly aroundthe arm 7 while closing the upper end of the sleeve, such perforatedsleeve, with the connection described, operating as a mufiler for theexhaust from the engine.

In order that the overhangin horizontal gibbet-arms 8 8 maybe adjusted aout the upright arms 7 to increase the range or field of o eration ofthe tool without moving the structure as a whole and in order also totake up any slack in the driving-belt when a belt is employed fortransmittin power from the flywheel to the horizonta shaft on thegibbetarm, there is formed transversely to the cylindrical socket 8 atwhich the gibbet-arm is pivotally mounted upon the upper end of theupright arm 7 a cylindrical bolt-seat 8 whose complete cylindricaloutline intrudes into the cylindrical socket at one side, and the bolt16 which occupies the bolt-socket, is transversely cut away tocorrespond to the cylindrical socket at the oint which would intrudethereinto, and t 's bolt being provided at one end with a nut fordrawing it longitudinally serves as a means for clamping or wedging thegibbet-arm tight on the upper end of the u right arm 7 at any positionto which the gi bet-arm may be swung about its pivotal connection withthe upright arm.

As a convenient means of transmitting power from the motor fly-wheel tothe horizontal shaft 9 on the gibbet-arm and thence .to thehand-directed tool having the flexible or jointed connection with saidhorizontal shaft there may be employed belts 18 18 from the fly-wheelsrespectively to pulleys 19 19 on the inner ends of said horizontalshafts.

I claim- In combination with an explosive-motor, a frame mounted rigidlyon the frame of the motor comprising upstandin arms, powertransmittingdevices mounte on such frame and power-communicating connections fromthe motor-shaft to such devices; a mufiier for the motor consisting of aperforated sleeve encompassing one of the upstanding arms andconnections from the cavity of such sleeve to the exhaust of the motor.

In testimony whereof I have hereunto set my hand, in the presence of twowitnesses, at Chicago, Illinois, this 19th day of December,

JOHN K. STEWART. In presence of CHAS. S. BURTON, FREDK. G. FISCHER.

